Fuel-charge-supply apparatus.



J. GOOD.

FUELBHARGE SUPPLY APPARATUS. APPLICATION FILED JUNE I. 1916.

' at a lower level under all conditions 10 andinde'pendentl ofjthe adjustment of the 00111 service supplytanks,

of this kind, operated by the'rel-atwewacuum in thesuctio'n intake are already well UNITED STATES PATENT OFFICE.

JOHN soon,

B300 LYN, NEW YORK, ASSJ IGNOB 'IO GOODJINVENTIONS 60., OF BBQOKLY NEW YORK, A CORPORATIDH OF NEW YORK,

FUEL-CHARGE-SUPPLY APPARATUS.

Specification of Letters latent.

Patented Jan. 15, 1918.

Application filed June 1, 1916. Serial No. 101,017.

To all whom it may concern: I

Be it known that I, JOHN G001) a citizen of the United States, residing in Brooklyn, New York, N. Y., have invented the following described Improvements in Fuel-Charge- Sn aply Apparatus.

1y inventlon 1s concerned with the uniformity f the supply and the character of the combustible mixture of liquid fuel and air supplied to internal combustion engines, particularly automobile and marine englnes, and consists essentially in constituting a portion of the length of the suctionintake between the engine and the charge-forming dc 'vice or carbureter, as a Venturi-tube, so that the entire mixture charge must pass through such tube after its measurement in the carbureter, whereby the vaporization of the mixture'and its homogeneity, are greatly 1mproved, with corresponding improvement in theengine efiiciency, .and whereby also the liquid fuel to form the mixture .may be.

brought from a storage tank at a lower'level to a local service tank at a higher level, from which it may flow by gravity and under substantially constant head to the carburet ng spray nozzle thereby assuring constant conditions for the formation of the mlxture, The improvement in the combustibility' of the char e mixture results fr'om the'co'mbi nation of the two conditions of high velocity and'sharp pressure IGdIIOtlOIkOCCllIl'IDg at the throat of the Venturi-tube accompanied alsovby the deposition of the liquid spray on the wall of the tube as it passes through,

and the consequent film-vaporizing action that occurs in such passage. Ri s-necessary for this pu ose that substantially the ent re charge, in t lie form of a previously formed spray mixture, enter the convergententrance of theVenturi-tube, In the accomplishment of the uniformity of liquid supply, the

1 invention" consists in the combination-'ofth'e same Ventnri-tube with-a local service tank hav' suitable automatic-controlling agencies w mpg the preure depression existing at the roat of the Venturi is caused to supplement the normal relative vacuum in the suction-intake and createvigorous liquid flow to said local tank from the main supply enginejthrottle.

to the art and I prefer to employ my present invention with that type of oca service tank shown and described for example in the patent to Webb Jay, No. 1,158,924, dated November-2, 1915. Such apparatus is provided with the usual double chamber construct-ion, a float valve, and suitable pi e connections to the suction intake and t e main supply tank and, under the control of the float valve, operates intermittently to allow the vacuum in the suction intake to draw the liquid fuel from the main tank into the upper chamber of the local tank from whence it flows into the lower chamber and thence to the carbureter s ray nozzle. In such apparatus, as now an heretofore used, vacuum conditions normally existing in the suction intake depend principally upon the position of the engine throttle which controls the flowtherethrough, a closed throttle creating a very considerable relative vacuum. When the throttle is full open, or

nearly full open, however, the relative vacuum in the suction intake is, of course,

very much less andis too slightof itself to effect the des1red suction operation and such reduced suction frequently coincides with working conditions requiring the maximum fuel supply, that is to say, maximum fuel is needed when. the throttle is wide open, so

that the fuel is thus apt to fail when most needed. This objection is not apparent in automobiles where the throttle is seldom fullopen-and never full open for ver lon pew riods, and where the capacity 0 thefioca'l tank is made large enoufghito blllcomniodatef the maximum expected throttle is the normal position-the, said- 'a paratus cannot be practicall used for o lill openoperation, but 1n marine engines where a, wide openvious reasons, and even wit liberal tank a capacit 1 are uncertain of operation for automobi es under certain conditions, such for example as when the loaded engine with wide ripen throttleis ascending a very long hill; y the present jnvention the, minimum degree of relative vacuum available to lift the fuel is always suificient for the purpose whether the throttle is wide open ornot and the increased vacuum" is obtained not only without imposin any appreciable;- restric-l tion to the flowo the charge mixtureto the engine but actually 'rovi the character'of the mixture sot at it 1s capable'of more elficient combustion and thereby the ion utilit of apparatus of the kind referred to and t e engine plant as a whole is materially increased, and the utility of the said apparatus is extended to fields in which it has not heretofore been available, to wit, motorboats and conversely smaller local tanks may be used in automobile service with the same or better results thanheretofore.

In the accompanying drawings I have shown such a service tank as above referred to and as shown int-he said patent of Webb Jay combined with a Venturi tubeconstituting part of the suction intake manifold of an .engme in accordance with my invention, Figure 1 being the general organization, and Fi 2 being a modlfied form.

' The engine illustrated in outline may be assumed to be an ordinary automobile engine having a suction intake manifold 1v connected with a carbureter 2 of any desired or suitable t pe by means of a Venturi tube 3. This tu e comprises a. relatively abrn tly convergent entrance section 4 and a onger divergent recovery portion 5 the Widest diameter of each section being equal to the general diameter of the suction intake passage as a Whole. The taper of both sections is determined according to the known principles of Venturi tube construction, with reference to the normal flow through the engine intake and to produce a local region of sharp pressure reduction at its throat or narrowest point without however producing any appreciable obstruction to flow by reason 0 the narrow diameter at the throat, and that being the characteristic of Venturitubes as distin uished from other constricted passages. he local reduction of pressure at the throat'is accompanied by corresponding loca'l'increase of the flow velocity and these two coincident conditions are conducive to rapid and complete vaporization of. the li uid fuel in the air and thorough mixing 0 the vapor therewith. It isto be noted that the, mixture of the liquid fuel and air is formed by and within the carbureter 2 which has the usual spray valve noz-" zle 6, for that purpose, so that a previously formed spray mixture in explosive proportions, that is to say, having all the fuel and all the air requisite for. explosive combustion-1n the engine cylinder, enters the tube which is its preferred, location. The film and is directed against the convergent wall surface of the entrance section 4. The suspended liquid forms a film on this convergent surface, being assisted to'such condition by deflection by the throttle 12, when the latt'er'is located close to the entrance,

thusifbrmed of reviou'sly' air-carried liquid part cles is sub ect to the friction of the gaseous flow and is rapidly dissipated by such mechanical action while being carried toward and through the intensely evaporatlve region of local vacuum and high velocity locity at the throat of the Venturi of this invention materially promotes the transfer of heat from the-exterior of the tube In quantity adequateto satisfy the latent heat of vaporization of the fuel flowing within it, and also improves the homogeneity of the resultant mixture. By these several effects, therefore, the fuel hquid is converted, more or less completely, into vapor at a relatively low temperature, and the vapor is homogeneously mixed with or impregnated into the air component of the charge, which component, as above stated, flows through the tube in the full amount requisite to constitute an explosive engine mixture, no further addition of air being necessary or desirable. By as much as the resulting mixture is thus relatively cool, it is correspondingly dense, which means that it contains a larger Weight of fuel and air than could otherwise be the case if the same extent of vaporization were produced by the mere application of heat alone without the assistance of the Venturi as above described- The Venturi tube should be thin walled and internally smooth and also devoid of internal pockets or projections of any kind likely to retain the liquid fuel or form deposits, and,

in order that it may give the characteristic Venturi action, the total length of its convergent and divergent sections together will always be many times the diameter of its throat or narrowest part. In its preferred form it is formed with attachment flanges at its oppbsite ends which obviousl enables it to be interposed in the suction intake of existing engines with a minimum alteration to the; latter.

The local, vacuum eflect in the region of the throat is a function of the velocity of flow and the flow with wide'open throttle and the engine under load is ample to give an adequate vacuum effect to lift the fuel to even greater elevations than normally required, this being due to the known characteristics of the Venturi tube and with-' out imposing any appreciable restriction to flow through the intake. The vacuum effect due to partial closing of the throttle is supplemental to and not the controlling factor of the suction acting to lift the fuel.

The liquid receptacle ofthe carbureter 2 is kept at a constant level in Fig. l by means of the usual float'controlled valve as indicated, and receives its liquid through a pipe 7 from the local service tank 8 mounted at a higher level. This tank in turn receives its supply ofliquid fuel through the pipe 9 from a main storage tank 10 which is to be understood as the tank commonly attached to the rear of the automobile 'at about the level of the rear, axle, and hence below the level both of the local tank 8 as well as below the carbureter. The construction and mode of operation of the local tank shown is the same as that shown and describedsfor example in the patent abovereferred to and to which reference may be had for afurther and detailed explanation"thereof. Briefly, the said tank includes an upper and a lower chamber for the liquid fuel and the upper chamber is in constant communication with e tank through. the supply line 9 the stora and is a apted to disc arge its liquid into the lower chamber through a flapwalve outlet 24. Suitably guided in the upper chamber there is a float 19 connected to andoperating a lever 20, and through a link 21 this lever operates a second le 'eril to which a. spring or springs 23 is connected and the other end of the 'spring is connected to a short lever -18,the arrangement of the two levers being so related to their common fulcrum that as the float rises and falls the sprin is carried past the axis of the fulcrum therefiy resulting in a snap-movement of the short lever 18. This latter lever 18 operates two valves; one of them, 16, controls the com munication between the upper chamber and the suction pipe 11 and'the other, 17, controls a communication between the upper chamber and the vent to atmosphere, 15. The suction pipe 11 leadsto the throat or point of narrowest constriction of the Venturi tube 3 above described and is therefore subject to the local pressure depression always existing at that point. The falling of the float 19. which results from the discharge of the liquid in the float chamber into the lower chamber, simultaneously closes the air vent 17 and openscommunication through the )ipe 11 with the Venturi tube and thereby the relative vacuum of the latter is extended into the upper chamber causing immediate flow of liquid fuelto that cham beragainst gravity from the storage tank 10.v This flow continues until the float 19 shiftsthe spring :23 past the fulcrum of levers 22 and 18 whereupon the suction valve 16 is closed and the air vent valve 17 is opened thereby permitting the liquid just drawn into the upper chamber to flow by gravity intothe lower chamber and presently reaching a condition where the movement of the float valve takes place in accordance with the withdrawal of fuel from the lower chamber to the carbureter, that is to say,in accordance with the demands of the engine. The lower chamber will be observed also to be in communication with atmosphere through the ipe 15.

The thrott e 12 is inter osed between the Venturi tube and the car ureter 2 so that the whole charge as formed in the latter is admitted to the Venturitube according to the throttle adjustment.

Any type of carbureter maybe used, and in Fig. I have shown a modified form of the same type shown in Fig. 1, but wherein the liquid level of the receptacle is kept/at a predetermined height by means of an overflow circulation system, the overflow returning back to the main storage tank 10. The liquid feed pipe 7, having the same counection'to tank 8 as above described, delivers the liquid into the compartment 30 witha constant delivery exceeding the maximum requirement of the engine and the spray,

fuel is established, while the engine is in operation, and the fuel in the main storage tank is thereby kept in motion, which has the effect of keeping it of a constant quality and specific gravity throughout, by preventing gravitational separation or stratification of the components. Vhenlubricatin oil is added to the fuel, this circulation has the effect of maintaining a homogeneous mixture therein with the fuel.

From the foregoing it will thus be apparcut that the invention provides for the general improvcn'u-nt of the means for supplying the combustible to internal combustion engines and it remains to point out that it applies equally to all kinds of fuel, as will he evident, Vhen using fuels heavier than ordinarv gasolene. heat is applied to the fuel within the Venturi tube to accommodate and facilitate its rapid vaporizing action. the heat being taken from the water-jacket of the engine or its exhaust gases, according to prior art methods and the character of fuel used, and such heat may be applied to the exterior of the tube or to the air entering the same, or both, as preferred. In the case shown the heat is applied externally by inclosing the Venturi tube in a box 41 having inlet and outlet connections for the exhaust gas from the engine which gas may thus flow bustible mixture of liquid fuel and air thereto, comprising a charge-forming device, a. Venturi tube constituting part of the suction intake between said device and the en inc, and a throttleintervening between sai device and Venturi tube.

3. Fuel supply apparatus for internal combustion engines, comprising a chargefo-rming device operated by the engine suction to deliver a mixture of liquid fuel spray and air in the explosive proportions suited for combustion in the engine, a suction intake connecting the said device to the inlet valve )ort of the engine and including a single "enturi tube comprising a convergent entrance seetion which is connected to said device to receive a l of the mixture produced thereby and a gradually divergent recovery or exit section which conducts such mixture toward the engine. the said two sections of the tube being together many'times as long as the diameter of the throat or narrowest part of said tube, and coo 'ierating to maintain a region of local pressure reduction and high mixing velocity at said throat adapted to promote vaporization of fuel liquid in said mixture without appreciable obstruction to flow through said intake, and a medium surrounding said tube for freely supplying the heat for the vaporizing action therein.

4. Fuel supply apparatus for internal combustion engines, comprising a chargeforming device operated by the engine suction. to deliver a mixture of liquid fuel and air in the explosive PIOPOl'tlOllS suited for combustion in the engine, a suction intake connecting said device to the inlet valve port of the engine and including a single externallyheated, Venturi tube comprising a convergent entrance section which is connected to said charge-forming device to receive all of the mixture produced thereby and a gradually divergent recovery or exit section which conducts such mixture toward the engine, the two sections of said tube be- Copies 0! this patent may be obtained for ing together several times as long as the diameter of the throat or narrowest part of said tube and cooperating to maintain a. vacuum condition at said throat correspondiri'gtdthe flow velocity therethrough, and

an engine controlling throttle intercepting the flow to said tube and thereby adapted to establish an independent and auxiliary condition of vacuum throughout said intake.

long as the diameter of the throat or narrowest part of said tube and being devoid of interior projections or pockets likely to accumulate deposit or obstruct the flow and cooperating to produce-a region of local vacuum at the throat of said tube, and an enginecontrollingthrottle in the intake at a point beyond the entrance to said tube.

6." Fi1el supply apparatus for internalcombustion engines, comprisin a suction intake'including ahorizontally isposed manifold or header serving the engine inlet ports, a vertically disposed, heated, Venturi tube connected to said header, and a carbureter connected to said Venturi tube, said carbureter being operated by the engine suction and delivering its whole mixture of liquid fuel and air into theconvergent entrance section of the said Venturi tube and having a throttle in control of such delivery.

In testimony whereof, I have signed this specification.

JOHN GOOD.

five cents each, by addressing the "Commissioner of Patents.

Washington, D. (2. L V 

